Automatic safety device for locomotives.



J. H. SMITH.

AUTOMATIC SAFETY DEVICE FOB. LOCOMOTIVES.

APPLIOATION FILED MAY 2, 1913.

1,109,798. Patented Sept. 8, 1914.

4 SHEETS-SHEET l.

O Q 2/ 20 k 54 um/atom JHLSMITH.

THE NORRIS PETERS 60.. PHOTOVLITHOH WASHINGTON. D C.

J. H. SMITH.

AUTOMATIC SAFETY DEVIGE FOR LOCOMOTIVES.

APPLIUATION FILED MAY 2, 1913.

1,109,798. Patented Sept. 8, 1914;

4 SHEETS-SHEET 2.

i F s THE NORRIS PETERS CO.. PHOTO-LITHQ. WASHINGTON. D. C

I. E. SMITH.

AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

APPLICATION FILED MAY 2. 1913.

1,109,798. Patented Sept.8,1914.

4 SHBETSSHEET 3.

J. H. SMITH.

AUTOMATIC SAFETY DEVIGE FOR LOCOMOTIVES.

APPLIOATIOII FILED MAY 2, 1913.

r Patented Sept. 8, 1914.

4 SHEETSSHEET 4.

0 Mia 1 w w W w a 2 4 w 6 5 4 5 2 u i J37 i/ y g Z l 1 w 1 L Ww THE NORRIS PETERS C0 PHOTOJJTHQ, WASHINGTON. D. C.

citizen of the United States, residingat N D PATENT I JAM Es 'snirn, 01*"? mar nes w JE SEY AUTo vr rio sAFn rY ijnvIoEroR Loooivro'r vns.

b all whom it may concern: 7 Be it known that 1, JAMES H. SMI'rr-I, a

Port Murry, in the county of Warren and State of New Jersey, have nvented a new and useful Automatic Safety 'Device for l Locomotives; and I do hereby declare the followingto be a full, clear, and exact ,dei

. scription of the invention, such as will en:

of a signal apparatus, the shaft will be par-- able others skilled inthe art to which it: ap: pertains to make and use the same. 1 This invention relates to a new, and useful automatic safety. device, particularly adapted for juse upon locomotivesand the like. I I.

Heretofore, owing to the engineer not seeing the signal, or becoming unavoidably unconscious, thereby passing the signal,

many accidents or mishaps and the like have occurred upon railroads.

Therefore, it is the aim of this invention to providean efficient, practical and Zdesir:

able automatic safety. device, to eliminate or prevent such accidents. 7 W

.To accompllsh the prevention of theacs cidents, an apparatusvincluding a partial.

rockable shaft, not only having connections with 'a steam controlling valve in the steam supply pipe, from the boiler'to the chests of the locomotive, butalso, connections with the air controlling valveof the air brakes,

whereby as an arm upon the rockable shaft comes in contact with a movable member tially rotated, thereby closing or shutting off the steam and putting on the air brakes.

Another object of the invention is to provideme'ans for equalizing the steam pressure upon opposite sides of the steam controller,;

thereby permitting the valve to be reset to an open position, owing tothe fact that after the steam controlling valve becomes closed, tlie-stealnpressure abovethe valve,

is so great, that it would necessitate considerable manual strength to reset the valve.

A feature ofthe invention is the provision ofmeans for holding the operating part out ofoperation, that is, upon a dead engine,

while being drawn, so that the apparatus cannot be operated'when passing ,a signal device.

In practical fields, it may be found neces-' sary to subject the various details of con; 7 struction to alterations, to; which the pats Specification of Letters Patent. 'Application filed May 2, 1913.

SerialNd. 765,167. 2

entee is entitled, provided the alterations after having vbeen actuated. v Fig. 3 is an enlarged side elevation of the steam controlling valve, showing themeans for holdingthe valve open,.and means for resetting 7 the valve, and a bypass pipe including a valve, whereby gthe steam pressure may be equalized upon opposite faces of the valve. Fig. %l is a sectional view through the steam controlling valve. I Fig. 5,is a view, showing the operating parts .of the apparatusheld rate tedse e s, 1914..

;out of operation; Fig. 6 is aplan view of ;the means for actuating the air controlling valve. Flga'Z 1s a sldeelevation of Fig. 6. ,F 1g. 8 1s a.sectionalviewthrough a clutch Ffor couplingflthe twosection's ofthe par-x ftiallyrotatableshaft together- F g 9 i a 1 plan view of the clutch, showing. one of its grmembers actuated,-the same adaptedto be factuated nanually, sothat one section-of, the partiallyjrotatable shaft may be actor iated independently of the othersection, to- 3 I prevent f the apparatus from, being operated.

:Fig. lQis a view of the signal apparatus. Fig.51l is a sectionalyiew on line 111-l of Fig. A .10. f Fig. 12 is a detailv view of the spring tensioned section of the rotatable shaft.' 1

Referring more especially to thedrawings,1 designates a locomotive, in the cab2.

of which, in any suitable, location a steam controlling valve3 is arranged, that is, in

the steam supply pipe, between the boiler V and the steam chest (not shown) This steamcontrolling valve may be either an angled valve or a stra ght line valve, but for convenience there, is illustrated the angled valve. Also mounted in suitable bear ngs of the: cab is a partially rotatable shaft 4, which comprises two sections ,5 and6. The section 5 is providedwith aicoil spring, one end of I whichspring 7 is connectedat 8 tea portion of the cab, while the other end of the spring is connected at 9 to the section 5 of the shaft, whereby as the section 5 isjrotatejd' partial y in one direction, the spring will tend to instantly return the section of the shaft to its normal position. The section 5 of'the shaft is provided with anofi'set lug 10, to which one end of the link 11 is connected, which in turn is pivotally connected to a slide 12.

- interposed between the'valve proper 16 and a shoulder of the casing, so that when the valve stem is released, the valve 16 proper will close, by the action of the spring '19. Mounted upon the valve stem and secured thereto by a pin, is a collar 20, under which the slide 12 engages, for normally holding the valve stem in its uppermost position, with the valve 16 proper normally opened, so that when the locomotive is'underway, the steam from the boiler will-pass uninterrupted to the steam chest (not shown),

' thereby keeping them supplied. The upper end of the valve stem is mounted in the bracket arm' 21, risingirom the top 15 of the valve casing. WVhe-n the section 5 of the partially rotatable shaft is actuated in order to \vithdraw the slide 12 from under the 001- lar 20, the valve proper 16 will close automatically to the action. of the spring 19. It

will be understood that after the valve 16 has closed, the steam pressure above the valve 16 is so great, that it is; hardly possible to manually unseat the valve. To overcome this excessive steampressureiipon the top of the valve 16 a bypass ipe 22 enters the supply pipe above the valve 16, as at 23,

and connects to the valve'easing3'below the valve 16, as at 2 1. This by-pass pipe 22 is provided with a valve 25, whereby upon opening the same, the steam above'the valve 16 may be allowed to pass into the valve casing 3 below the valv'e16 thereby equalizing the pressure upon opposite sides of the valve. A'fter' equalizing the steam pressure in such amanner, the valve 16 may then be manually raised fromits seat, so that the.

" collar 20 uponth'e, valve stem will be engaged by the slide 12. Rising from the top 15 .oit' the valve casing is a bifurcated arm 26, while 27 denotes a lever having a slot 28,

through which a bolt of the bifurcated ZLIllTGXtQIlClS, thereby mounting the lever 27 in the arm, One end of the lever is provided with-an enlargedportion 30' adapted to engage under the collar 20' ofthe valvestem,

whereby the valve stem including the, valve 16 may be raised, in order tobe reset. When using the lever 27 for resetting the valve stem and its valve, the lever 27 is arranged, so that the bolt 29 engages'the-otfsetporlever true toits work. v

Projecting laterally from the section 5 of tion;31 of the slot. 28, in order to hold the the partially rotatable shaft is an arm 32,

bar is arod 39, the upper end of which is guided in a bifurcation 410 of a pivoted bracket 41, which is pivoted at i2 to the slide bar 35.

'Interposed between the end 38 of the slide bar 35 and a nut 13 upon the rod'3-9 is a coil spring 441, which holds the nut 43 in contact with the under face of the lateral portion 15 of the pivoted bracket. The lateral portion 45 of the pivoted bracket is provided with downwardly extending lugs i6 toengage the nut 13, so as to hold the bracket in place. The lower end of the rod 39 engages a bifurcation 47 of the arm 48 of the stem 19 of the valve 50, which is located inthe air pipe 51 of a usual air brake system (not shown).

When the section 5 of the partially rotatable shaft is partially :rotated, the slide bar 35 is reciprocated, through its connection to the arm 32 of the section 5 of the shaft, and which slide bar 35 in turn actuates the arm 48, which in turn actuates the valve 50 to its fullest possible extent, so as to apply the emergency brakes ordinary service position, thereby holding the brakes applied in the ordinary normal manner. "At tllBSaIllGtilIlG the air brakes are applied, the steam is also instantly out 01f. Then after the train has stopped, the

valve 25 of the bypass pipe is actuated, so as to equalizethestean pressure above and below the valve 16." The valve 16 may then be raised to an open'p'osition, and supported owing to the slide 12 engaging under the 'collar 20. TVhen the slide again engages under the collar 20, the section 5 of the partially rotatable shaft returns to its nor-' mal positio n'the arm 32 returning the slide bar "35, which then actuates the valve 50 from the ordinary train line to aelosed position, which is the normal condition of the valve 50, prior to the brakes being applied. ;However, when the bar 35 is actuated to apiply the' emergency brake, and after which the section 5 of the partially rotatable shaft is in the act of returning to its normal pofsition, the slide 12 engages the side of the icolla-r20, thereby preventing the section 5 0f the shaft from returning'to its full nor- ,mal position, as well as holding the slide :bar 35 against its returning to its full nor- }mfal position, thereby holding the valve 50 to'the' ordinary train line connection, with not operate the safety device.

the air brake applied in the usual manner; Extending laterally from the section 5 of the shaft is an arm 51. By the pressing of the rod 89 downwardly, the pivoted bracket 41 may be swung upon its pivot, so that the lateral portion 45 will be disengaged from the nut 43, and by action of the spring, 44, the rod 39 will move upwardly, thereby disengaging from the bifurcation of the arm 48, so that the valve cannot be operated. When the rod 39 moves upwardly, it is limited in its movement by the pin 52. In this manner the valve 50 cannot be operated. To prevent the valve 16 from being operated, a hook 53is connected to the arm 51, thereby holding the section 5 of the shaft actuated, with the slide 12 from beneath the collar 20. When the section 5 of the partially rotatable shaft is held in such wise, a hook 54 pivoted to the valve casing 3 is connected to the lever 27, thereby'holding the enlarged portion 30 of the lever 27 under the collar 20, in order to hold the valve 16 normally unseated, and which cannot be released by the actuation of the section 5 of the shaft, owing to the fact that the slide v12 is held withdrawn from beneath the collarQO.

Mounted upon the shaft 4 is a two part clutch device 58, comprising the parts 59 and 60. The part 59 is fixed to the section 5 of the shaft 4 by the pin 61, while the part 60 is keyed to the section 6 of the shaft 4 by the pin 62. This pin 62 extends into the longitudinally extending key-way 63, thereby holding the part 60 so as to rotate with the section 6 of the shaft when the shaft is rotated in one direction, say for instance, in the direction of the arrow at. The part 59 of the clutch device, holds the sections 5 and 6 of the shaft 4 axially in alinement. When the arm 64 of the section 6 of the shaft comes in contact with an obstruction, say for instance, a signal apparatus 65, the section 6 is rotated in the direction of the arrow at, and by reason of the fact that the part 60 is keyed to the section 6 of the shaft, the clutch portions 66 and 67 of the said parts 59 and 60 will cooperate, thereby causing the two sections of the shaft 4 to rotate as one body. The arm 64 contacts with the signal apparatus, in case the engineer does not observe the danger signal, or is unavoidably unconscious, in which case the two sections of the shaft are rotated as one body, thereby cutting off the steam and throwing on the brakes, to emergency and then returning them to service positions. However, when a train is approaching the signal and it is set at danger, and the engineer observes the same, it is his purpose to stop the train, but

To accomplish this, the part 60 of the clutch device is reciprocated in the direction of the arrow 5,

by means of the lever 67 sufficiently to disconnect the clutch parts 59 and 60, then only m the section 6 of the shaft is rotated in the direction of the arrow a, by the arm 64 contacting with the signal. When only the sec tion 6 of the shaft is rotated, the key or pin 62 enters the transverse key-way 68, and after the arm 64 has passed the signal apparatus, the section 6 of the shaft is re turned to its normal position by the spring 70, one end of which is connected to the cab construction, while the other end is connected to the section 6 as at 71 of the shaft. The lever 67 is connected to the part 60 in the usual manner, as shown at 72. WVhen the engine is so positioned that the arm 64 is .upon the other side of the signal apparatus,

opposite to the side toward which the train or engine approaches, and it is the desire of the engineer to back, the arm 64 will contact with the signal apparatus, thus operating the section 6 of the shaft in the direction of the arrow 0. When such is the case, the inclined portions 73 and 74 of the parts 59 and 60 cotiperate in such wise as to separate the clutch portions 66 and 67, thereby not operating the safety device. Also when such operation takes place, the spring 75 (one end of which is connected at 76 to a portion of the cab, while the other end is connected at 77 to the part 60 of the clutch device) is placed under torsional tension, and after the arm 64 has passed the signal apparatus subsequently to rotating the section 6 in the direction of the arrow 0, the torsional action of the spring 7 5 will return the section 6 to its normal position, with thepart 60 in clutch with the part 59. When the train is approaching the signal which is set at danger, and the engineer does not desire to operate the safety apparatus, he manipulates the lever 67, in the manner hereinbefore stated, and when so manipulated, so as to separate the parts 59 and 60, the dog 7 9 engaging the teeth of the rack '80, holds the lever 67 actuated. The dog 79 after the arm 64 has passed the signal apparatus may be actuated by the hand grip 81, to release the lever 67 The signal apparatus 65 comprises the usual standard 82, having the usual semaphore blades 83 and 84. A rod 85 is connected to the blade 84, and in turn to the lever 86 pivoted at 87. The lever 86 moves in a guide 88 of the arm 89. On each side of the arm isa bracket 90, in which and also in the arm a pin 91 is mounted and guided. These pins 91 are provided with integral collars 92, between which and the brackets springs 93 are interposed, thereby holding the pins against the lever 86. When the arm 64 contacts with either side of the lever 86, the lever pushes against one or the other of the pins 91, sufliciently to allow the lever 86v to enter either one of the notches 97 of the arms 89, thereby preventing the lever 86 from instantly oscillating upon its pivot. This signal apparatus is operated in the usual manner by any conventional form of electrical block system, so that just so soon after the arm Get passes the lever 86, and the engine enters the next block, one or the other of the pins 91 will push the lever 86 out of one or the other of the notches 97, and then through the medium of electrical block system (not shown), will actuate the lever 86 and throw the signal blades to cantion.

From the foregoing it will be noted, there has been devised an exceedingly efiicient safety apparatus, particularly applicableto locomotives, for applying the brakes automatically and shutting off the steam instantly, and one which has been found 'eX-' ceedingly desirable and practical.

The invention having been set forth, what is claimed as new and useful is 1. In combination with a locomotive, a partially rockable shaft comprising two sections having coupled connections, one of said sections having a device to contact with a member in its path to actuate one section which in turn operates the other section, means operated by said shaft for actuating the controlling mechanism of the locomotive, means upon said shaft for returning the same to a partial normal position, thereby returning the air valve of the controlling mechanism from emergency to service posimeans operated by said shaft for actuating the controlling mechanism of the locomotive, means upon said shaft for returning the same to a partial normal position, thereby returning the air valve of said control ling mechanism from emergency to service position,means in the path of the first means for limiting the return of said shaft to a partial, normalposition, means for holding the first means against operation, parts of said first means adapted to be disconnected from the air valve, and means for operating the coupling connections whereby the section of said shaft having the device may operate idly.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES E. SMITH. Witnesses: I

C. R. ANDERSON, R. P. CUMIns';

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

